Railway-traffic-controlling apparatus



' 0d. :mi 3925. y www@ L.. V, I ENES RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Oct. 6, 1925 I5 Sheeis-Sheez 1 Enclosed in Zap paSzziO/z Open "0 Chamber a l'ffkserwz@ posz'om.

(Running pasz'l'olz) p Feed Valve 5 7a Regeater' K Sd@ Mk M L WNV@ 64 alg/1e f 26a Vall/e www:

Sheets-Smet 5 L.. V. LEWES Gif iii?

Minimi sie. sie; ieee.

mais swiss imm/m i7'. i"

im Pixma-sexcams gcveining apparatus controlled. by eneifggy iveceiifed from the itrziekwav.

il will describe 611e 'fci'm mici ei'imige-- mem: @if eppm'aus embodying my invention,

eind; Wiii tiienpoint out the novel iecmresl iieeof in cijeims, D n

"im die accompanying, drawings, Flgs. l

end i when zim'zmgefi in the cider named imm iet 'to rigii comprises. diegammwiic View siicwing (me form cf ,train cai'ried gov swing apparatus embodying my iri'vention. Fig. 2 is e View partly diagrammatic, shcW- ing; mic form ci eceiviiig apparatus through A the medium of which the governimg appara.-

ibus shown in Fig. i may be controlled by energy received from the tl'ackway. F 1g. 3

e diagrammatic View showing one ferm amd arrangement of apparatus for supply ing' eiieigy *ce che trackwziy for the contrai ci' the gcveming .apparatus illustra-ted iii l; iig. 4 is e 'fxagmentai View, showing die reietion of the parte of 'valve P when the *valve is in the service or brake applying pcsiizion. Fig. 5 is :i ragmentai View showto im enizuged scale, :vpait of valve. V.

Siiniiei1 refeience characters refer tc simiim' parte ijn each of the several views.

Referring irs; to Fig. 3, the reference chmacters 2 and 2 designate che iaok rails cf e iaiiioad ever which ti'aiiie normally moves in the direction incicited by the zu'- i'cw. These miie are divided, by means of insulated joints-40, into :L plurality of successive track sections B-C, C i), etc. Each such track section is pmvided with L imei; i'eay desigimceci by the reference char actei T with an exponent corresponding to the location, and Connected acmss the track iaiis adjacent4 the entrance emi of the section. Each track section is piovided also with a source cf track circuit current which es here shown comprises a tieck transformer aiesigneteiby the i-ejeience character Gf with im exponen@ ccri'espcniiig ze the location mi having its seccncieiy Winding Ta() ccnstmnty ccmiecied access die railsfediacei; che exit end ci the secfzioii. iierpcsefi between 'iie seccmdey i() of eecii track trims.w former :msi one raii 2 of the essociailed secr tiem. is an impedance i0? one func-tien eff which is to iimi', the output of' the associa-ted i'misformei when its e'rvziiiueis sheetciicuiteei by iie wheeis and cxies of a. main. The primary J. ci' each track sransormei: is ccnsiaziciy suppiieei with eiemsiting curreni from fiile seccnary ci s, iii'ie transform er ffiesigiietedf by the refeience climat/tei' `wih a. suitabler exponent. The primary of 'each such line iansformer is supplied with eiteinating curfew; from. en alt/mem? O over line Wires 23 and 2&1.

Each track section is @ilus psc'viciedg with ay *crack circuit comprising a track eiagLT, the secondary Winding 'i0 ci' c. track izijs- 'fm-nier G, :in impedance 10?', the two i'aiis 0i iie secicii in series.

Means are also piovided oi suppiying te the rails of each section in pei'eiiel e, cur- :senil (which simil iiefeai'er teim zi l0-cai current) from a ucei"t1imsfermeyf ciesigmated hy thelre'eience ciiui'aci-ei; L Wih an exponent coirespci'idiiig icc iocaiicn.

Each local iansfomnei' L 'im-s its primary Winding 29 ccistciitiy supplied with sita Hating current from the fsssociced. ime

transformer H. Each Section is providedv Wtiiim impedaneel connected across the rails idjecem; the entrence end of the scc tion,a similar impefmce 20 connected across the rails sdjacen: the exit emi of the sec- 'icn, and :i third similar impedance 19 conu Iiecte across the rails at fi. point in the section more than maximum biekiug ciisineiice from the eXiend of the section, that is,

impedance 19 is so located that, s trein pessing this point ai: maximum speed could, by proper brake-application, be broughbto e. stop before reaching the exit emi of the secr tion. Referring pm'iculerly to section )i3-C, one ocai circuit passes from. sec ondai'yfl of local transformer LC, thi'eugii wire 27", fiom: Contact 25 of track reiey To, wire 2T, impedance 20 iiil Sectisii B-C, through beth wils of the section ,iii pera-Rei to impedance l5, and *.'Viie 28 back: be sec andai-y 2i of locafi transformer LC. This circuit is c osed. only when relay. TC is my Sli ergize uner which condicion iccel current is supplie@ ce B-- beiween irnpedences i8 end 20. rea Tf is de-energize, been comme?, 25 is cl 'we-L end. local current ic. supplied to the seciwn .HMC between iinpeclences 18 and i9 orar circuit which passes from eccnery 2li of ransormer L", 'through Wire Q'B, nach contract .'25 of reley TC? Wire 32,' impedance 19@ in section BMG, lsmough been rele oft ille .seccicn in pcrelei. ec imperlnn 18, end Wire 2li beck to rensormer LC.

llt will hun be clear leet eeen trecf. lion is provie with track: circuit curren and 'with ecel curreizrll throughout its' iengh ecepc when the treck reiay for the. section nent in advance is de-energized, as by e. trein occupying the essccieted section under which cnclizion seid former sectien is provifed with track circuit current throughon its length enfl with local cnrrenJ between im edances 18 and 19.

eferring' now to Fig. 2 the train carriei receiving apparatus here shown comprises iwo inverted U-sheped magnetizable cores 22T mounted in iront of the forward arie on rire locomotive and arranged ransverseiy above the two track rails i2 sind 2 respectively, each of these cores being provided wih :i winding design-ated by tbe referencchcracer FT. Located et some other point on the train, such as in rear of the lrst. axle, is another peir of niagne'rizable cores 29,1, located above the track reiis 2 and i2, respeclvely, an disposed transversely wiifn respeckr thereto.w encn of these cores carrying :i winding FL. The windings ET, which ll will term track windings, -are so connected that the voltages induced inerein by current flowing in opposite clireclions in che wo .rails ai; :my given inel'ont ere 'eddifrive and so il;- will be seen that track circuit curreni in the rails will 'induce current in lie. circuit inciuding the. i'v'inclings FT. These two windings l will hereinafter refer to collectively es the track coil. The lwo windings FL are so connected tbm/lle voltages induced therein by current owing in the Saune direcion in tbc 'awo rails al; u given instant are additive and so will be seen that local current in l'be rack rails 4will induce current in the circuit including windings FL. These two windings l will 'nereinefer refer lo coiiectivcly lle iocnl coil. The erminnls fr. and .7i of ilie iracl; coil FT are connccied through suitable empir- .1:

lying ineens N to winding 3? ol a nwo elc- Incnl; relay K. The terminals c. eind e. of the local coil FL are conneclerl` rnrougli suit.- eble-emplifying means N io 'elle z Vraining; winding o relay K. This relay l( is provided Willi a. Contact linger 37. villiers mile 0 und Q are supplied wili boi-n irnck circuit current and local currenr. both wiml- Bil anni 35 of this relay are energized' menace anni Contact 3'? "e cicecr.. When the supply of either *crack circuit, cierren?, or icc-ei cur reni; is diconilined frem that portion of Weel: occupier?. by 'ine locomotive, the. de energizncien of lie correspondingy relay Winding cauces rei-ey ro become cle-encrgizc and open its from' ccnlact 5i'. The rainy li. contrcls c circnil;,inciuding e. source ci energy, es e bieceryI and e. neng-net faire device l. .rliich turn controis fue lis-relie application ns shaii appear in denil liereinener. l is Lherefere clear enel; when relay is energized, inegnee A is energizeri. bu.- when :relay K is de'enermagnet is cie-energizccl.

ieerring nonT co Figs. and 3 the operation ci: the zr perenne abus I.er described is es eiiowst l s shown in lie drawing the trsckwey eppemtus illusiraterl in 3 is in rire norinel condition, 'filmt is7 *che appz reins is in che condition :assumed when uninluenced by ille presence of treins. lf trein provided. wrh Ylne nppurmus illus lried und described in counecion will Fig. 52 enters sect-ion BMU at point l5, voltages ere induced in che ruclr coil and the local coil by lracl; cure-uit current and local current, respectively7 in 'the rails of the section. 'ilicse induced voilages, having been amplified by devices N and N are cil'eciive to cause currents io new in windings and 34 of relay if; which thereupon closes its front Contact 3T :and energizes magnet vulve A.. Relay K :incl hence Valve magnet A. are rimini-uned in lieir energized condiion as the train passes iirougb the portion of "crack shown in elle drawing.

will now assume that section (JY- occupied by a train. Relay ',C is therefore deenergizei sind section l--C is supplied Willi loczii current between ixnpeclanccs 18 sind 19 but not willi local current between impedances ll? and 2l). ll now :i second train equipped with apparatus embodying my invention enters section fil- Q, muguet valve A thereon wili be Venergized :is before until the lrniu passes impedance ll). lietwecn impeilzinccs il) :rml 2l) however, l'lie interruption of 'the supply el' local current lo lbe rails causes winding 3J; (if relay if; le become :lefenergizccl und nis relay increforc opens contact 37 unil fie-cnergizes maglne't vulve As tbe train enlers section *`-l), the interruption of lnu'lr circuii Cul'- reniA causes winding 35 ol' relay K to become lc-energized enel nnxgnet mlvc A is there foro maiuiuined in its cle-energized comlition, even liougb 'ne local coil becomes eucrgized by loc-(il current in section CD.

,lieicrring now' to Figs. l und l", tbe train is provided with fluillpressure braking apparatus including a. brake pipe 3 containing :i fluid preferably nir, under pressure. 1When the pressure in this brake pipe 3 is reduced` ille brakes are applied in the usuall and well lll) mesmo ss 'will opposti hereinafter. f

The engineer@ breite valve P comprises o. relire .boiiy 38 provided with e velve chamber 6*. Rotatsbly nounte4 in this chamber is o. valve member 39 adapted to engege s. valve sost 395. The abutting surlfcoes of valve member 39 and vlve scot 39 ere nrovidetl with velve ports and certain of tosse ports may be `brought into regis by :manipulation of the handle 4l.

vielve body 38 i. also provided with e cylinfiel' containing s piston The piston i3 is provided with e projection 43B adeptcti to. close port et to atmosphere when piston t3 is in its lower position. Fluid pres sure from breite pipe-3 is constantly sup plied to cylinder on the under side of piston ivi/'hen velvennemher 39 is'in the position corresponding to the running position relve P9 pipe Il is also connected with the cylinderl2-on the upper side of piston and with s source ot' fluid pressure through pipe 6, teeci. valve l-T and port 48. supply of H uiti pressure to pipe G will explained. hereinafter. An equalizing reservoir t5 is constantly connected with cj.'linler 4Q. on the upper side of piston 43. l'f'lien valve P is in the running position7 therefor., shown in. the drawing', the same pressure exists in brake pipe 3, port to. e i ,slizingj .reservoir 45, :imi on. both sides of piston i3 in cylinder 42. The eres. over 'which this pressure isfel'ective upon the lower side of piston t3 is less, clue to the projection 43, than the area upon which the pressure is efectivo npon .the upper fece of the piston, and the piston is therefore helcl in its llow-eet? osition, thereby closing port tet. ltvelve is moreel to the service position, .pipe 3 disconnected from port 48, omi from .the cylinder @-2 above piston 413. Siin'itlteneously eqnslizing reservoir l5 is coniiectesi 'with e. reduction.,limiting reservoiit fle which connected with atmosphere through post chen the valve' l? is in the .running position. .The tiuiol pressure in vreservoir fili enti hence in cylinder 42 above piston. .25 thereby reduced bynn amount which is dependent upon the relative oi' they two reservoirs 45 and 46. e pressure still supplied to cyl-y below piston 45 entlthis pressure being @rentner than that now sppliedi to the uppci sific. the' piston is forced upircrd. l and venting brake pipe to The ng olccreszse in ssnre cet es the brslies'to be .ien thehfefse pei oressure hss to 'l' hty less than cpplcch been vreal the pr 4G, piston 43 is moved downwardly, closing port 44 and preventmg unnecessary lowerlng of brake pipe preseure.- i'Vhen valve P is returneii to the running1 position, normal pressute is restored to brake pipe 3 and equalizing reservoir thus releasing the brakes and restoring the' epporzitus to normo-l. .For purposes which will appear as the description proceeds, fluid pressure is constsntly supplied to chamber Ga and this chamber isconnectecl-With pipe 49 when Valve P is in the service position. Pipe 5, is vented to atmosphere through port 50 when valve P is in the`running positions but closed by member 39 when valve P is moved to the lap position.

The broke application vulve S comprises s' valve body 5l provided with s cylinfler 4a containing e reciproceble piston 53. The valve body 5l also contains e valve chamber coi'itoininc o. slide valve 56 operete by piston 53. Chamber 55 is constantly sup plied with lfluid pressure from some convenicnt source such es e mein reservoir this source being indicated by the letters ML R. Chamber 4l is constantly connectedwitli s pipe it which is et times .vented to :it/mos plierc. When this pipe isc'losed, uitl pressure admitted to chamber 48 through o. restricted vent 533 in the piston 53 from chamber 55 equalizes the prssureon the two sides' of piston 53 and alowsspring 52 to force piston o5 and slide valve 56 attached thereto into their right lionel, orreiease positions. Valve bociy 55 is provided with a rcccssdivitled' into am upper chamber 88 and' :1y lower chamber 3 by a. piston 54. This piston is provided on its lower tace with e recess fic adepte-cl to slitiebly receive the end of u. volvo 54". This valve is maintained. in position againsty the lips of recess 54 ,by means of e spring: 54;. ,liVhcn piston 54. is in its normal position. valve 54 closes vent 57. Pipo -Il is constantly connected with clnunbcr 3" und en eqluilzing reservoir 8 is constantly connected with` ehember 8e. lWhen v'alve S is in the release position, as shown in the drawing, nected Ialso with chamber Sl and o reduction limitingr reservoir 7 is connectetl to atmosphere by ineens o port 16;- Under these conditions the pressures ehoveantl below piston are the sonic hut' the eitective creo of the upper side oi' this 'piston is gre-eter than the effective area of the lowersicle becanse of valve 542 and piston 54 is there ore moveddownwardly closingvent 57. lf chamber 4L is opened tolotnosp'liere by venting pipe 4f, the unequal pressureson the two sides of piston 53 cause this piston and lhence valve' 5G, to be mo'ved'to their left hond7 Aor application positions. This opera.-

4tion ldisconnects pipe g5 vtrom chamber 8"L enel vtirsconnects reservoir 17 from atmosphere. reservoirs 45 end.

Simultaneously, equslizing reservoir 8 is brake pipe 3 is con pue llier. 3', pistou. is upwar "ly and e 1lifheu valve 5o is in the release position 3., essere@ eoniieciied with reservoir l?, the pressure .irl reservoir 8, and coi'isequeiily in chamber 8, by an emouri which is depeudei'it upon ihe relaiive volumes of the nivo res rvoirs. Since pipe 3 is still coc.- .riected VJfish chamber 3, ille pressure above pistou iis less iban that below, and the pison is thereore moved upwardly, open ing 'vezi 5T and thus reducing the pressure in pipe 3 through rene 5i' and poriJ 16, and causing the brakes to be applied on the iii-ein. When he pressure in pipe 3 is reduced below the pressure exisling in chamber 8, piston 54. is moved downward closing rent 5T and "u'eventing 'further reduction in brake pipe pressure. Should the erigineer make a fiuflier brake application, by mariiially operating his brale `valvev lo decrease the pressure in pil il, the pressure in cham ber la oi? valve S being thus reduced below that of chamber 8a, piston is forced downwardly against. ille bias or' spring 5i" and thereby uncovers a groove in the wall or". chamber E, by means of which the pressures ou 'ehe two sides of pison 5l are equalized. illlieu the pressure in chamber 3 has been reduced lo that existing in cham again allowed to move `Jer groove 58.

fluid pressure is supplied irom chamber 55 lo pipe i and feed valve e? or charging' the pipe and releasing; the brakes afrer a brake application. `When valve 5G is in che application position, however, pipe i is disconnected from chamber 55 and ulider ibis coiiditiori no manipulation of valve P can operaie to rfa-charge che brake pipe. lt ollows ,that subsequent io au automatic application of lille braises by vvalve 56, the brakes can he releesed only by l si restoring; vulve lo :normal position and then properly manipulating volvo lo accomplish this, pipe l closed. Pressure supplied to rliamher in lhrougli por?, o? now builds up io such a value as to allow spring to more valve 5G into the `release posiriou. This u'xovemeu'e reeouriecis pipe 6 "ith chamber and allows elle engineer to release the brakes bL moving; his valve P to the ruiming posniou. llt vwill be noted however their. when valve is in the appliralion position, pipe 5 is connected to pipe Ll by means oi perl.- 'llll and pipe 5l?. Pipe 5 is operi lo atmosphere through valve P except when valve l) is iii. the lap position and it is ehereforc lplziiii that after having incurred au .iutou'iatic brake application, pipe-4 being closedit is necessary for ehe engineer, iii. order to release the brakes, irst to move valve P to the lap position to "e valve S, iheii to more valve l) to the lg; position to charge brake pipe 3 throughpipe v3 which is then supplied with fluid pressure from chamber 5f.

thus reducing' l have staed that pipe i is bieres opened to atmosphere and ai; times closed. -Will now de scribe the apparatus by 'which this is accomplished in accordance y l i speed of' the train and trar'lic condi advance of ille train.

l have already explained, in comiecliou with Fig. 2, lioW magnet valve device A. controlled. This device is slioivii l right hand side of Fig. l and comprises a niegue?, double pin valve and is of e iZype which is in such common use as to require no 'ivi-ther explanation, it being necessary only lo state that when the winding ci Llie device is energized, pipe 24 is supplied 'with 'fluid pressure through the valve i from somesuitable source such as the mein 'reservoir as indicated at M. R. and when he winding of the device A is ile-energized pipe 2l is disconnected from such soul and ,neoted with atmosphere through por?J (il. Fluid pressure in pipe 24e conrols a repeater slide valve T as follows: The 'valve l comprises a valve body (3'2 'having a cylinder 2o containing a pistou S3. The valve body G2 also is provided with a if'alfe chamber @i .containing a slide valve 65 operated by piston 63. Main reservoir pressure is supplied io chamber 64e and to ilie left hand side oi pistou 63 as shown at .M. R. coriuect-ed `Willi chamber 26, and valve A is energized main reservoir pres ure is supplied to the right hand side of A 63. Under this condition 'the fluid pressures on the two sides` of piston 63 are equal and spring 26a moves piston and valve to their left hand positions. llhen magnet valve is dele'uergized, however, chamber 2,5 is opeiied to atmospheric. Main i pressure on the left hand side ci i then drives this pister aud slide operated thereby, into their righi; hand positions.

An auxiliary slide valve simile pealer slide valve 'l is controlled lalf. .1' 'rapire suoli manner libel', when valve T is iiiits leilil.- hand position maia reservoir pressure is supplied 'from chamber Y n through pipe 31' io chamber 3l. Under this condition, ille combined force olf this pressure and spring 3l. against piston G6 causes this piston lto more to the lei'v'; hand posi ou against the action of main resei oir sure supplied lo chamber GT. u pipe 3l is opened to atn'iosphcre, main rc. rroir pressure in chamber 6T moves piston GG and valve 68 to their right hand positions.

Associated with repeater slide valre .is a timing valve Z. uis valve comprises a cylinder divided into au upper chamber 'l and ay lower chamber .5 by a pistou T0. Chamber l is constantly supplied with pressure from main reservoir lli. R. through pipe 7T and pori'. l. Villien valve is iu its left hund position, pipe TT is Connected Willi a meme@ MQW-down reeervoii l5, thus charging his reservoir to l mein reservoir .pressure hembei 69 is constantly connected with 'yeseweirl by part Z5 and pipe l Under i these' eenfii-ieis equal pressures exist cm boii Sides of :pieton 70 which is YUriereuygmn mevei iipwmfiiy by spivmg 8G. iev/1li he obseieii iet when piston, 70 is iii its upper @emmen the piessui-e m chamber 1 is thatuie'remainiiig portion of this smfeee oiiie isison is ,subjected to the preseure ehem ei' 59 vghiough e iestiiced peri; 8i.. imieig. siiiie Veive T is in iis right hand are dfsemizieeaed zz'em mein. reservoir pressui'e e-iiii mmmeeted with pipe- 13. )if new the pressme invjpipe 3.3 is reduced, by dissipmtien if@ eztieepheie through restricted pmt 2@ mi" 333,' v.i1-ems be deseiiee herein afi/ei', @le pressure im chamber 519 will he 2%? pressure iXi Qhembei Liviil 'be suicieni; to

3Q couse 'einem liche mie ee wiiieii 'nieve pisee .'Z') iewiiiiieriiiy against the eeibiieci' intiem spring 8G miei the pres;m mire im @hemiiei 69, The ime required for this epemien te fieke pim-e epeiids of the @resem-e in chemise? ie ifeueei. En moving dow@ werd pieten I0 egeges plunger Z3 which .in tum @pene miv@ 7i. and vents chamber 3l veve emespiiee iiiueugh pipe 3F' @wie i051 eine?. 27% .Pipe 31 being-dis# @ei-meme@ 35mm its Seiice of 'iuid preeeme Y ie ei vefvsai. e feive TS, L izime infermi berey cause-the inner ends of the arms 84 te move a erossheed 86 toward the left against the bias exerted by a' spring; 8.5. It is cir-mi: that the position of crossheed S6 Wil?, leieore be prepwtionai e0 ihe speed 0f the fiein. v

stem 8? adapted e@ be engaged by e sei'ew- 86 in cr'ossiieed S41. i3 is Connected, by means of veive V' (whose 'uiiciien Willi appear in detail hereinaftei)9 ami pipe L?, with mim X. This valve is so arranged that; pipe l2 .is vented to atmosphere iiereby through an apex-eure Whose-size is iependeiitupen he'speed of the trein. For exemple, the proportions of this valve may be such thsibivhen the speed of the i'ein is below a low speed euch as l5 mies per hou?? the reduction iii pressure in pipe 13 neces sary te reverse iii/ning valve Z when valve T is reversed tai-.kes piece only through ports ST anni 8T, and wie 78 in pipe .137 and consumes a maximum :amount A@if time such es 4() secmide As the rein speeei increases port 8? is opened se inhet when the speed of the trein exceeds Seme inter'medietespeed as miles pe? hem, the reduction in. pres'- eiu'e in ieeivoir takes piace threugh poi'is 78, 87 and 87 sind eis@ thrmigh. p01*?, 87 and the time inevei is e minimum, es seconds, the time interval varying iii in verse pzoiaeitioin ico the trein speed between these limits in acceidence with .the proportion @if pori 8? which is uncevere..

it is therefoi'e dem: that feiowing cie energizetion of valve fi. mi me consequent iefersei. of Valve T, if the 'iein speed is eiieve 35 miles per hom', El? Wii be revered e@ the expimtien of 5 seceicis, ii? the trein speed is below l5 miiee per hour, the Valve Z will be reversed ei; the expiration-ef i0 secons, and if the @ein speed is between 35 and l5 miles hem?, die @averi-sai ef valve Z Wiii occur efei e period @if time' between 5 and 40 seeonde enti dependent upon the wein. speez, f

@pemied eis@ by speefi werner E is e. pin mime i heviiig e, ifa ve seem 88 iw exigeei m Foe engaged by e. Screw 861 in cmssieed 86 im move egains: the bias of spiiing 882 @pen $90 emeshere pipe 9.

The Eems ere e@ piepor'sifme' @het valve Y is epee eii epeee abeve some'iew speed. es miiee leer hem?. Pipe 9 is constantly @emma-ized Wibi e stop iesexvoir le ahoug check whle 89, the of which xviii be ezpieime iiei'eimi een Y When veivee U and T efe in the meismei pesiions, @heit is, me iie. bend position, Simp ieeei'mix is conneeteiio ezmesphere through pipes if?, le eii. peri, 79. When waive S Wiki be i'ei-*eifee by Ventin ehembe'r I?? if@ etmoepheife if veve Y is open.

The xesuising 'brake eppiieetion wiirefuee the trein, speed beim? 15 miies per hour, 'time ciosiiig waive Y,

Hf new me en gfiiieex Wishes to weese the application veve prior to 'he reversal of Valve@ reservoir M reversing valve U.

G6 vente chamber se@ of ''.lve S io etj 'mosphere shrough p1 `e 4- sno. valve quired valve After e time inervs she length' of which depends upon the position of seve X in accordance with the speed of the *i1-eme 'xmmg valve Z reverses tlerehy This movemenI of valve -eppeeionve ve S thereupon renppiying the brakes as iierembeifore scribed. Thisbrake sppleaion continues iil the engineer takes proper stepsA to marruo'sy release the brakes which eperaaion een `not be performed till the speed of the train is reduced beiowl miles 'per hour, When he train speed bes been reduced io e velue 'eiow l5- mies per hourvsive Y is cosedn H now' @he engineer moves his 'mive P to she iep position, disoomieoed from atmosphere and after the penely deiey pe rioni require to charge resewoir l, brake S is reversed. The es gineer een han release the brakes by mov ing valve .P to the ruiming position. 'if

miles .wr hour the brakes Wii'be eo'efi irnmedietey by iie opening: of waive lle iimimgrive Z stili being reverse After die spe`A has been reduced co l5 mes per lhoor the brakes may be reieesed es before,

i' being noticed that 1ro per'iey deiej is im posed' miser these eoreitons9- the pressure prevousiy supplied to. reservoir 14 having been trapped therein by check waive 89.

if the :acknowledging valve Q is operated, after the trein passes impedance 191 and will be charged to main reservoir pressure hrough miv@ W. The operation of the epparatus will be the same just espia-ined exeept that no penalty 'fiesy wi be re 5;@ charge reservoir 14.

`l the train 'passes impedance 19 ai' e speed 'beiow l5 miles per sour he'mazrimum ('eiey period of secomswiii eiepse fob owng the deenergizetion of magne. mise A before the reversal of timing' valve The reversal of valve U Wl eonneot chamber 4: of valve S with reservoir 14. As lo resut the pressure in chamberl 4a will be' soy reduced that valve S will be reversed although valve Y is closed. It is clear that if the acknowledging valve Q, is operated ater the 'train passes impeance 19 and prior to she reverssiof valve U, reservoir 14 Wil be charged to main reservoir pressure voperation of ille trein. W

brake application vsre een f l application 'valve if the train is redir vmede therein Wizhim the scope of essere@ -fziming valve Z revers irreepeobive o the trein speec. he espa-mien of this me interve however mire Z eil@ valve U verse-and cause e further appiee'ien by reversing brake egpiiesion 'vsve SL The braises een subservient@ be reiessed only by bringing therein speed hein-W miles per hour, moving the wir@ if? Flo tfno isp ptiori emi, sfeer Mae expirer f iie pemr'y deis? period.) sewing W 'o3 she running; posisori ro charge 'orme 3. The penalty daisy period be L vented by proper rrmuipsletioe e?? 'mowiedging ,mire Q, es espisire'beiore,

It should be poiried auberge?, the ,oi-wen im arrangement o circo iiristrsed Figs. 2 and 3 are not eseeimrs bei'. ha 'ge he.

rangement of circuits the the reekwsy of ehe apparsi-x Figs. l and @ne ohjeo of my invenion is rire provi sion 'of means for insuring maximo Sie of safety operation o twins zr. minimum of interfieren@ "n the 1er-.muni i' his purpose ri-zing. the zrgvgiersus sie., ireys pre in mind E im the engin er, ii Veni, the iniieimr o she rioo, euri by proper-ijf vent e brake enpieefion if? the' miem safe speeds. The apparatus .fusto 'eppies the "brakes @my in the even or @sim lessriess or negigence, on the pers of @im err gineer or when ille erario spes-d is noi irremaimd bdo-rv safe vaine.

Al-horig'l have herein scribed omy one form endl rai'wey tmiio @outrongej ooying my invention, it .Various changes @mi moiestmns shown smi.' ist srrenwemeu or pende esims Wihou', departing roe spiri; 11u62 scope of my inserer-Lori, i H'aving thus escribe my imc-tueren, Whetl claim is:

1. IIL combination with an autom-ei@ fid pressure braking mechanism for reif L wey train, manuely operebe means for se plying the brakes, trockwey apperezus responsive to traffic oonfeions in eerseee trein carreg mesme for Jo-operating wish im seid treckwey apparatus sur?, eecte'e uilmissie conditions in advance to apply braises en 'omstically a. er n. time interi'lie Een li of which. is fiepenclen upon wel time. menen with an automatic limo.

ein si brakinff mechanism forey railway in. n-..1nns.llL operable means for applyin!vr le braises 'trsckwav :i marinus responc' 7 L J* sire rnliic, eonclltions in advance. train carriera ineens for co-opornling with ireclrwziy ineens and c'l'ecl'ive under in .r1 confliiions in advance io apply he brakes :mti'nnziirziily :iilei' :L time interval the hr h of which depe: dent upon the speed or ne vehicle. and meanI wonlrollcd by said ni-ininliy operable ineens for modifying; smid finie infermi.

n -ifoi'nbinniion with :in nulo-ninth' finie. pi' sure brnlriigg nniclizinisni for a railtrain. ninnunll)Y operable ineens for :Lp-

" brakes, .i normally energized .ns eiiective il'ier :i linie iner- A ibo bmlies nuioinnticully when ner. fle-energized. und means for suie. :nitonieic application for n fixed incrnl of time when. sziid mui'mslly operirirle nnnns is oper-alive to apply the seid . union willi an automatic in'zilringj inecbfzii' .i 'for :i rail- .uiliy opef ineens for zipo. norn` ill)v energized )carter ide 'vslve con- :i timing valve f'oii-Lroiiw. in n l ide salve and in pnl-i1 b5 unveils respon l,o 'che speed of *he linin, nic-.ins cmrollfd by sunl liniing :ily 'ipplyii lie brakes flcizrvinff suini :mtmnntie [wn for :i ixc'ii'inierwl oi ,l vuunmlly win-rubio means is @i Y i. im i '221m Si. coziioininion iii-i en automatic braking mechanism for ci railwilly operable ineens for :ipu norm-elly energized muguet mire, blow-down vriirefresponsive ifilie speed of ile tranne timing vulve -f uli-oiled in pnimor seid magnet vulve and said blow-down. vulve for nppljving; the iles. .nil ineens coni'rolleil by said ninnwwioie ni uns for modi lying the control oli' seid *Liniing relie by said blowdown voire.

i'. In combination with :in automatic fluid 'pressure nrnliing mechanism for :i railwey train, r. reservoir normally charged wiih e, :i blow-down valve comprisom. open lo atmosphere and the @ich .is Verre-(l in accordance with size of ille speed. ofi the train, ineens respons-re to waff trein; manually operable ineens for n. 1

Yfluid pressure brakin nasales val re oplyinfzy "che brakesreservoir normally charged wih iiuicl pressure, a. blow-clown vulve comprising e port open lo atmosphere and he size oli which varied in aecordzince with the speed of 'the brain, means responsive lio irzific conditions in advance 'lor connecting' smid reservoir with said nivo, :i timing mire responsive zo the pressure in said reservoir for applying the brakes, and means opel-stiro when said ninnuzilly operable nie-ins is shifted lo the brake applying position for restricting the flow of fluid from seid reservoir lo said valve.

S. In combination with un antonmtic mechanism on e. railwaxy train, a reservoir normally supplied with fluid pressure. s blow-down vulve coniprisinf.; a poriJ open to n region of lower pressure and the sise olf which is varied in accordance with the speed of the lrnins e manually controlled pilot Valve comprising n. large port and a, restricted port, means for connecting said reservoir with said blow-down valve through one or ihe other of said ports in said pilo valve, and u timn ing; valve responsive to pressure in seid reservoir 'for applying the brakes.

S. ln con'ioinition with en automatic i'inid pressure braking mechanism on e reilwziy train, a manually operable brake valve for applying the brfilres;` a, reservoir normall.v supplied with fluid pre ure, blow-flown 'valve responsive 'lo the speed orf lie vehicle. meuns for connecting Seial reservoir wiih said blovndown valve, en d means for normally inerposing :i large port becween seid blow-down vulve nil seid reservoir but for imei-posing :i restricted port; between seid blo\\'-d(.nwn vulve und said reservoir when said brilie vulve in the lin'ulienliplying posiion.

l0. In cornliination with :in automatic `fluid pressure braking mechanism on a rail- :intein atie train is above such value. and means forv Said niaxin'ium time interval ire of train speed when said brake valve is operative to apply the brakes.

l2. lfn combination with an automatic luid pressure braking mechanism for a rail- Sway train, a cnamber normally supplied with fluid pressure; means responsive to the pressure in said clnnnber for applying the brakes, a magnet valve controlled by traffic conditions in advance, a repeater slide valve controlled by said magnet valve, a Spc d governor responsi 'e to the Speed of sa train, i bloW-down valve controlled by said Speed governor, a pin valve also controlled by said governor, a manuallyv op-` erable brake valve, a timing valve controlled b "raid blow-down vilve, Said repeater slide "valve and said brake valve, and means controlled by said timing valve 'tr connectingl said chamber with said pin valve.

lf3. ln combination With an automatic fluid preseurc braking mechanism for a railway train, manually operable means for ap` ply-'ing the brakes, a chamber normally aunplicd with tiuid pressure, means respon Le to tbe pressure in said chi nber for applying the brakes, amagnet valve controlled by tratlic conditions in advance, a. repeater slide valve controlled by said valve7 a speed O'overnor responsive to the speed of said train, a blow-down -valve controlled by said. speed governor, a pin valve also con` trotted by said governor, a manually operable brake valve; a4 timing valve controlled by said. l lo'svdown valve, said repeater slide valve and said brake valve; an auxiliary slide valve controlled by said timing valve, and means controlled by said auxiliary slide valve for connecting said chamber with said imposin l pin valve.

..t/l. ln combination with an automatic fluid pressure braking mechanism for a railtrain, a chamber normally supplied -with iluid pressure, means responsive to the pressure in said chamber for applying the brakes, a manually operable brake valve, a pilot 'valve controlled by said brake Valve; a repeater slide valve controlled by tratlic cmiditions ahead of the train, a blow-down valve and a pin valve controlled by the speed the train; a timing valve controlled by said blow-down valve, said reslide valve and said pilot valve; and ns controlled by said timing valve for vic-ting said chamber Withl said piu l5. Tn combination with an automatic fluid pressa. e braking` mechanism l'or a railway train, a chamber normally supplied with fluid pressure, means responsive to the pressure in Asaid chamber lor applying the brakes` a manuallyv operable luakc valve, :l pilot \'al\c controlled by .said brake valve;

a repeater .slidtI valve controlled by tratlic conditions ahead ol the train` a blow-down valve and a pin valve controlled by the Speed olI the train; a timing valve controlled by Said blow-down valve, said repeater Slide valve and said pilot valve; an auxiliary slide valve controlled bye-aid timing valve, and means controlled by said auxiliary slide valve for connecting Said chamber with said. pin valver 16. In. combination with an automatic fluid pressure braking mechanism on a railway train, a manually operable brake valve, a pilot; valve controlled by said valve and having two passages of different sizes and automatic brake applying apparatus responsite to traic conditions in advance and to the speed of the train and controlled by said pilot valve.

lll'. In combination with an automatic tluid preesuie braking mechanism on a railway train, a manually operable brake valve, automatic. brake applying apparatus responsive to traffic conditions in advance and to the speed of the train, and a pilot valve controlled by said brake valve and effective only when said brake valve is in the brake applying position for controlling said automatic apparatus.

18. .ln combination with an automatic iiuid pressure braking mechanism on a railway train, means controlled by the speed of the train for automatically applying the brakes, manually operable means for releasing the brakes after the expiration of a penalty delay period, and manually operable means eilective prior to said automatic application for preventing said penalty delay.-

19. In combination with an automatic iuid pressure braking mechanism on a railway train, means controlled by the speed of the train for automatically applying the brakes, manually operable means for releasing the brakes after the expiration of a pen-` alty delay period only if the` speed of the `train is below a predetermined value, and

manually operable means effective prior to said automatic application for preventing said penalty delay.

20. In con'ibination uitli an automatic fluid pressure braking mechanism on a railway train, automatic means controlled by tratlic conditions in advance and by the speed of the train for applying the brakes, manually operable means for subsequently' releasing the brakes after the penalty tono interval, a manually operable acknowledging valve, and an automatic valve controlled by said acknowledging valve for preventinfT said penalty delay. 'i

21. ln combination with an automatic duid pressure braking mechanism on aY rail way train, a Ymagnet Yvalve lcontrolled by traie conditions in advance, meansV controlled by said magnet valve and responsive to the speed of tbe train for applying the brakes, manually operable means for subsequently releasing the brakes after the expiration of a penalty delay period, and manually operable means ell'ective subsequent to operation of said magnet and prior to the operation of said first mentioned means for preventing said penalty delay period. Y

22. In combination with an automatic fluid pressure brakingr mechanism on a raila magnet valve controlled by in advance, a chamber normally supplied with luid pressure, means responsive to the pressure in such chamber 'for applying the brakes, a reservoir normally connected with a region of lower pressure, means for at times supplying fluid pressure to said reservoir, and means con trolledV by said magnet valve for at Yother times Yconnectiirig said chamber with said reservoir, andmeans or preventing the admission of luid pressure into said chamber from said reservoir.

23.1111 combination with an automatic luidcpressure braking mechanism on a rail;Y Way train,-a magnet valve controlled by trailic conditions in advance, a chamber noi-- mally supplied with fluid pressure, means responsive'to the pressure in such chamber 'for applying the brakes, Ya reservoir noi'- mally connected with a region of lower pressure, means for at times supplying fluid pressure to said reservoir, and means controiled by said magnet valve for at other times connecting said chamber with said reservoir, and a check valve interposed between said reservoir and saidchamber.

24. ln combination way train, trallic conditions with an automatic fluid pressure brake application mechanism on a railway train, a chamber normally supplied with fluid pressure, means responsive to a reduction in the pressurezin said chainber for applying the brakes, a reservoir normally' connected with atmosphere, means responsive to the speed of theY train for connecting saidchambelr with atmosphere, and means responsive to t'ailic conditions for connecting said reservoir with said chamber.

25. ln combination with an automatic lluid pressure brake application mechanism on a railway train, a chamber normally supplied with fluid pressure, means responsive to a redul on in the pressure in said chamloer for appl ying the brakes, a reservoir noimally connected with atmosphere, a valve responsive to the speed of the train, and means responsive to tralic conditions in adassenso Vance for connecting said chamber with said plied with fluid pressure, means responsive 7G to the pressure in said chamber for applying,i the brakes, a reservoir normally con- Yneited with a region of lower pressure, a

magnet valve responsive to traliic conditions in advance, means controlled by said magnet 75 valve Yand by the speed of said train and operative after a time interval following operation of said magnet valve to connect said chamber with a region oi' lower pressure and with said reservoir, a check valve interposed between said reservoir and said chaiii bei', and manually operable means efi'ective during said time interval for supplying reserroir with fluid pressure.

27. ln combination'with an automatic 85 fluid pressure brake application mechanism, a inalegiiet valve, a repeater slide valve controlled by said ii'iagnet valve, means controlled by said slide valve for at times causing an automatic brake application, a reservoir normally not supplied with fluid pressure for subsequently controlling the reol" the brakes, a manually operable valve, means controlled by said manually operable valve and by said at times supplying said reservoir with fluid pressure. i

Qtliln combination with an automatic Huid pressure brakingiiiecl'iaiiism, Ya valve for automatically applying the brakes when in its reverse position, a manually operable brake valve effective after a time'interval following such automatic brake application to return said lirst valve toits normal position, and manually operable means for modifying said time interval.

29. ln combination with an automatic fluid pressure brake application mechanism, a magnet valve, a repeater slideV valve controlled by said magnet valve, an auxiliary slide valve controlled by said repeater slide valve, means controlled by said slide valves for at times causing an automatic brake application, a reservoir for controlling thc subsequent release of the brakes, a manually operable valve, means coutr'iiilled b v said manually operable valve and'by said slide valves 'l'or at times connecting said reservoir with a regfion oi' lower pressure and vfor at other times connecting said reservoir with a source of fluid pressure.

30. In combination with an automatic fluid pressui'e'brake application iiieifhai'iism. a magnet valve. a repeater slide valve con# ti'olled by said magnet valve. :in auxiliary slide valve controlled by said i'epmiter slide valve, means controlled by said slide valves slide valve for meer reo plicationa a reservoir for controlling `tile subsequent rele-use of the brakes, e manually operable valve, meanscontrolled by said manually operable' valve and by said slide -vulves for at times connecting said reservoir with a re 'on of lower pressure and at other times 'e ective for a. limited time in. teruel to connect said reservolr with s. source slide valve controlled by said repeater slide valve, means controlled by saifl slide valve et times causing an utomatie brake epsubsequent release of the breliesi e. second reservoir, normally supplied with uid pressure, en acknowledging veve comprising s valve chamber, means controlled by seid. manuallyopersble vslve for et llimes connecting seid second reservoir wit-li seid valve chamber, and means responsive to the pressure in seiclrvalve chamber and controlled by sei slide valves 'for st times connecting said rstreservoir witlie region of lower pressure and for at other rimes connectingsaid first reservoir with a source of fluid pressure.-

l In testimony whereof I m'y si nature.

. V. L WS.

m 'miie plcstiom s. reservoir for controlling time 

